Simplex train control



Oct. 6, 1925.

A. L. RUTHVEN SIIPLEX TRAIN CONTROL Filed Sept. 6. 1922 Patented Oct. 6, 1925.

ALFRED I. RUTHVEN, OF ROCHESTER, NEW YORK.

srmrnnx TRAIN CONTROL.

Application filed September 6, 1922. Serial No. 586,471.

To all whom it may concern:

Be'it known that I, ALFRED L. RUTHVEN, a citizen of United States, residing at Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Simplex Train Control, of which the following is a specification, reference being, had therein to the accompanying drawing.

The present invention relates to train controlling apparatus, and aims to provide novel improvements in such apparatus to enhance the utility and eiiiciency thereof.

Another object of the invention is the provision of means for utilizing one or more impulses or signal indications transmitted from the track to the vehicle for obtaining different vehicle controlling conditions, such as caution and clear, when the vehicle equipment has been set for danger conditions in passing a controlling station of the track,

without requiring a step by step or ratchet device such as disclosed in my copending application Serial No. 549,705, filed April 5, 1922, or the like.

A further object is the provision of a vehicle equipment including means operable when passing a controlling station for the productionof danger or. vehicle-stopping conditions, and other means operable, when passing the controlling station, for the transmission of one or more impulses from .the track toxthe vehicle equipment to offset or eliminate the dangerconditions and to produce other conditlons, such .as caution and clear, according to the number of impulses received, the firstnained means only being effective after a given distance is travelled by the vehicle when passing the controlling station without the caution or clear impulses being received during such distance of travel.

A still further object is the provision of novel responsive means for the vehicle cooperable with controlling means on the track and operable in an effective manner for controlling the vehicle equipment.

Another object is the provision of such an apparatus, using non-magnetic rail sections at controlling stations, which provides for passing non-magnetic crossings, switch points, frogs, and rail sections in the blocks without producing danger conditions or stopping the train unnecessarily, in order that such non-magnetic portions between the controlling stations will not be a hindrance to the operation of the apparatus.

With the foregoing and other objects in I view, which will be apparent as the description proceeds, the invention resides in the construction and arrangement of parts, as hereinafter described and claimed, it being understood that changes can be made Within the scope of what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawing, wherein the figure is a diagrammatical view of the apparatus.

At each controlling station of the track,

,a non-magnetic section 7 is provided in one rail 8 of the track, for producing a predetermined condition whenever the'vehicle passes a controlling station, resulting in the production of a danger or vehicle-stopping condition unless other conditions are'produced while passing the non-magnetic rail section.

The non-n'iagnetic sections 7 are located between adjacent blocks of the track, so as to be arranged at the exit end of one block and the entrance end of the next block. The responsive means of the vehicle equipment simply consists in'a choke coil or inductive reactance 12, the coil being wound on a core 13 whose terminals or poles are disposed closely adjacent to the rail. This responsive element is both inductivelyresponsive to the rail, such inductive cooperation between said element and rail being interrupted by the non-magnetic rail sections, and responsive to the inductors or magnetic controlling elements on the track, as will presently appear.

The choke coil 12 is adapted to cooperate with coils 14 on the track while the coil 12 is passing over the non-magnetic rail section 7 and said coils are wound on cores 15 that are assoclated with and preferably attached to the non-magnetic'nail section 7 at longitudinally spaced points, whereby the magnetic flux between the terminals or poles of the cores 15is not disturbed by the rail section 7, and to provide for the movement of the core 13 closely adjacent to the cores 15 in passing a controlling station, whereby the magnetic flux between the poles of the core 13 will enter the cores 15. When the choke coil 12 is above one of the secondary coils an electro-magnet 18 or other means.

a transformer of which the coil 12 is pri- -mary and the coil 14 secondary, thus establishing an inductive relation between the coils. Each coil 14 is disposed in an inert track circuit with inductive resistance 16 and a switch 17, and said switch is controlled by The el'ectro-magnets 18 can be disposed in circuits of the wayside signal apparatus, or other means can be used for controlling the switches 17, said switches being closed when the magnets are deenergized or dangerous track conditions exist. The magnets 18 or controlling means for the switches must be energized for opening the switches 17, and

when both switches are open, clear conditions are established, whereas when the first switch is open and the second one closed caution conditions are established.

The responsive device or element of the vehicle equipment is therefore responsive with reference to the magnetic and nonmagnetic sections of the rail, and in passing a-controlling station is responsive to the secondary coils associated with the non-magnetic rail section 7, whereby the dill'erent controlling conditions in the vehicle equipment are obtained from a single responsive element, The track circuits of the coils 1 1 require no .electrical energy, and the only source of electrical energy used for the controlling apparatus is on the vehicle.

The vehicle equipment includes a normally energized solenoid or electro-magnet 20 disposed in a'secondary circuit 21 with a condenser or capacity reactance 22 and the secondary winding 23 of a step-up transformer 24. The primary winding 25 of the transformer is energized by an alternating or fluctuating current generator 26. The primary circuit includes a conductor 27 connecting one terminal of the generator 26 and one terminal of the primary winding 25, said primary winding 25, a conductor 28 con necting the other terminal of said win-ding and one terminal of the choke coil 12, said choke coil, a conductor 30 connecting the other terminal of said choke coil and a condenser or capacity reactance 31, and a conductor 32 connecting said condenser and the other terminal of the generator 26. The primary winding 25 is thus energized'by alternating or fluctuating current which induccs, through the transformer, current in the circuit 21 to keep the solenoid or translating device 20 energized. The inductive reactance of the coil 12 and the capacity reactance of the condenser 31 are so proportioned that when the-magnetic circuit of the coil 12 is practically'completed by one of the cores 15, with the corresponding switch 17 open, or by the magnetic portion ofthe rail, the current flowing in the circuit of the primary winding 25 is at its maximum strength to energize the solenoid 20 sufficiently for performing its duty, whereas when the core 13 is over the nonmagnetic rail section 7 away from the cores 15, a choking effect is obtained in the coil 12 due to the incomplete magnetic circuit of the core 13, thereby reducing the current flowing through the winding'25 sufficientlyto so reduce the current in the secondary circuit 21 as to deenergize the solenoid 20 sufficiently for the intended purpose. Also, when the core 13 is over one of the cores 15, with the corresponding switch 17 closed, instead of the magnetic flux having a free path through the core 15, the flux flowing in alternate directions will induce current in the secondary coil 11 and the inductive resistance 16 will impede the flow of current in such circuit, thereby resisting the flow of flux through the core 15, which will prevent the rise in current strength in the circuit of the coil 12 and winding 25 sufficiently to energize said windmg enough for the full energization of the solenoid 20.

This is necessary in order that when the choke coil 12 passes along the non-magnetic rail section over the core 15 with the corresponding switch 17 closed, there will be no substantial increase in current flowing through the winding 25, it being noted that when the core 13 is over the nonmagnetic rail section, the coil 12 provides a choking influence in the circuit thereof, to reduce the current flowing through the winding 25 for deenergizing the solenoid 20. In other words, the primary circuit including the coil 12, condenser 31, winding 25 and generator 26, is tuned, at the frequency delivered by said generator, when the core 13 is over a magnetic portion of the rail or is over a core 15 with the coil 14 thereof open-circuited,-

the constants of said tuned circuit being represented by fhe condenser 31 and the inductive value of the coil 12; and when the core 13 passes over a non-magnetic rail section or over a core 15 with the coil 11 thereof in a closed circuit, said primary circuit becomes detuned, resulting in a diminution of current delivered by the generator 26 over said primary circuit, to deenergize the sole noid 20. In this way, with the current in the circuit of the winding 25 choked down as the choke coil 12 moves along the non-magnetic rail section 7, such current will remain reduced in strength when passing the cores 15 with the switches 17 closed, because the coils 14 and resistances 16 offset the tendency for the free flow of magnetic flux through the cores 15 from the core 13, whereas when the core 13 moves over a core 15 with the corresponding switch 17 open, the effect of the coil 14 and resistance 16 is lost, and the magnetic flux from the core 13 can therefore pass freely through the core 15, whereby the current in the circuit ofthe coil 12 and winding 25 is increased in order to reenergize the Solenoid 20 as the choke coil 12 passes such core 15, and when the choke coil has left such core 15 or track armature the choking effect of the coil 12 .is again set up to again reduce the current in the winding 25 and deenergize the solenoid 20.

The ad'ustments of the coils and condensers is such that the current flowing in the circuit of the coil 12 and primary winding 25 is at itsmaximum strength when the magnetic circuit of the core 13 is completed by the iron or magnetic portion of the rail or one of the cores 15 with the circuit of the corresponding coil 14 open, and the circuit of each coil 14 has suflicient inductive resistance so that when the switch 17 is closed, the eifect of the coils 14 and 16 is such that the magnetic cooperation between the cores 13 and 15 is sufiiciently disturbed so as to obtain the choking action in the coil 12 to reduce the current flowing in the vehicle circuit including said coil 12 and the primary winding 25 of the transformer. The changes in current flowing in the primary winding 25 are renderedv greater in the secondary circuit 21 and solenoid 20 thereof.

The solenoid 20 has a vertically movable core 40 which is attracted upwardly into the solenoid when said solenoid is energized, and dropping when said solenoid is deener-' gized by the choking effect in the coil 12. The core 40 has a weight 41 at its lower end to which is pivoted a finger 42 that is capable of'swinging downwardly from normal position and backwardly-to said normal positiofifbut whichjcannot swing upwardly from normal position. When the core 40 is released by the solenoid 20 the finger 42 is arranged to drop onto a worm 43 carried by a vertical shaft 44 which is connected to a wheel, axle or'other movable part of the vehicle whereby said shaft and worm are rotated according to the speed and movement of the vehicle. Thus, the finger 42 hearing on the'thread of ire worm will delay the downward movement of the core 40, and said core or slide will therefore move downwardly according to the movement of theis thus under control-requiring a predeter-.

mined distance of travel of the vehicle before danger conditions are produced in order' to give the track devices suflicient opportunity for obtaining caution or clear conditions before the danger conditions are brought about The application of the brakes or other train-stopping mechanism clear condition. The circuit of the magnet 45 includes a conductor 46 connected to one terminal of the generator 26,the magnet 45, conductor 47 leading from said magnet, a contact 48 to which the conductor 47 is connected, a switch 49, a conductor 50 connected to the switch, a contact 51 to which the conductor 50' extends, a slide switch 52 connected to the upper end of the solenoid core 40, a conductor 53 electrically connected with the slide switch-52, an electro-magnet 54 to which the conductor 53 is connected, a contact 55 connected to the other terminal of the magnet 54, a switch 56 held closed by the magnet 54, a contact 57 also engaged by a said switch 56, and a conductor 58 connecting the contact 57 and the generator. When the switches 49, 52 and 56 are closed, the magnet 45 is energied to maintain clear or running conditions. When the core 40 has moved down apart of its range of movement, or a predetermined distance, the switch 52 is removed from the contact 51, thereby opening the circuit of and deener gizing the magnets 45 and 54. The magnet 54 is a part of a stick relay in connection with the switch 56, because when the magnet 54 is deenergized and the switch 56 released, the circuit of the magnet remains open and the switch 56 cannot be reclosed unless the magnet 54 has its circuit completed throught some other channel than the switch. The switch 49 is under the influence of a normally energized electro-magnet 60 having one terminal connected to the generator conductor 32 and having its other ter minal connected by,a conductor 61' with a contact 62 engaging a slide switch 63 carried by and insulated from the switch 52, a conductor 64 connecting the switch 63 and the generator conductor 27. The switch 63 and contact 62 are so arranged that the circuit of the magnet 60 is not broken unless the core or slide 40 moves downwardly the full amount, whereas the circuit including the switch 52 and contact 51 is interrupted or broken when the core or slide moves down part of the way. The switch 49 is therefore held closed by the magnet 60 unless the core 40 has moved downwardly the full distance, and the magnet 60 and switch '49 also provide a stick relay inasmuch as when the switch 49 is released by the full downward movement of the core 40 and switch 68, the switch 49-remains in open position out of the influence of the field of the magnet 60 even speed of the vehicle.

though said magnet may be reenergized by the restoration of the core 40 to its upper position.

A Centrifugal governor 65 is carried by the shaft 44 and includes a sleeve 65 slidable vertically on the shaft and moved upwardly .and' downwardly according to the come to rest, a device is provided for closing the switch 49. Thus, a lever 67 is pivotally mounted so that one arm thereof is moved downwardly by the sleeve 66 when the ve- I hicle is stopped and the sleeve 66 moved to is lowermost position, and the other arm of the lever 67 is disposed under the switch 49 to raise said switch into attractive relation with the magnet 60 so that said switch is again closed. Therefore, order to close the switch 49, the vehicle must be brought to a stop, and the magnet 60 must be energized to hold the switch closed, when the vehicle is again started so that the lever 67 is released by the governor. The lever 67 is biased to its lowered position.

In order to reenergize the magnet 54 at the end of a block, when travelling under caution control, in order to remove such caution control just before entering the next block, preparatory for the condition to be established for such next block, a shunt is provided for the switch 56 including a shunt conductor 70 having one terminal onnected to the generator conductor 58 and the other terminal connected to the terminal of the magnet 54 between said magnet and contact and switch 71 are spaced apart a distance to close the switch 71 before the switch 52 leaves the contact 51, and a short downward movement of the core 40 is required before "the switch 71 is closed, whereby the magnet .54 is not prematurely reenerglzed when the equipment is under caution control. The

' re-energization of the magnet 54 will terminate the cautioncontrohas will hereinafter more fully appea-rkbefore the coil 12 passesv over the first trac coil 14 at a controlling 1 station.

In order that the vehicle can proceed at a restricted speed, under caution control, the

. governor sleeve 76 carries a switch 72 for bridging a pair of slidable contacts 73 when the vehicle is travelling below a predetermined speed of say fifteen miles per hour, said switch leaving said contacts and open- When the vehicle has ing the circuit thereof when the allotted speed is exceeded. The contacts 73 are pushed downwardly against the tension of springs 74 by the switch 72, and one contact 73 is connected by a conductor 75 with the conductor 58, while the other contact 73 is connected by a conductor 76 with the conductor 53. Said conductors 75 and 76 have the resistances 77 therein, and the sum of such resistances is greater than the resistance of the magnet,54, whereby when the switch 72 bridges the contacts 73, thereby closing a shunt across the switch 56 and magnet 54, the resistance offered by such shunt is greater than that offered by the magnet 54. Thus, with the switch 56 closed and the vehicle traveling at a slow speed with the switch 72 bridging the contacts 73, the current will flow through the magnet 54 to keep said magnet energized even though the switch 72 closes the shunt at the same time. The. contacts 73 are slidable in a support 69, which also acts as a support for the solenoid 20 and magnet 54, and as a bearing for the shaft 44.

Thevehicle controllingmagnet or translating device 45, as shown, operates a valve 80 of the air brake pipe 81, whereby to apply the brakes when the magnet is deenergizedf The operation of the apparatus is as follows: Normal running condition of thel apparatus is depicted in the drawing, with the vehicle travelling between controlling stations preparatory to passing a controlling station. Under these conditions, the core 13 being over the iron or magnetic portion of the rail 8 will result in the circuit of the coil 12 and winding 25 being tuned or resonant, whereby the solenoid 20 is energized to maximum strength for supporting the core 40. The magnets 45 and 54 are kept energized by being in the normally closed circuitincluding the generator 26, conductor 46, magnet 45, conductor. 47, contact 48,

switch 49, conductor 50, contact51, switch 52, conductor 53, magnet 54, contact 55, switch 56, contact 57 and conductor 58. The magnet 60 is kept energized by being located in the circuit including the generator 26, conductors 27 and64, switch 63, contact 62, conductor 61, magnet 60, and conductor 32'. Should the vehicle be travelling below a predetermined speed with the'switch 72 bridging the contacts 73, the resistance 77 being greater than the resistance of the ma et 54, would compelv the current to ow through said magnet, thereby keeping itv energlzed.

.-. Danger conditions.

' When danger conditions exist, the magnets 18 of the track equipment are deenergized, thereby releasing the switches 17 so that they close the circuits of the secondary coils 14 and the coils 16., When the vehicle passes the controlling station. the responsive device of the vehicle passing over the nonma netic rail section 7 will result in a magnetic interruption between the core 13'aud rail, creating a choking elle'ct in the coil 12 and reducing the current flowing in the winding 25 of the transformer. so that the energization of the solenoid 20 is sutficien ly reduced to release the core 40. This dropping of the core 40 occurs each and every time the vehicle passes a controlling station between the blocks, thereby establishing a condition which will result .in a dan ercondition or vehicle-stopping condition e ing obtained, providing other impulses or signals are not transmitted to the vehicle equipment for producing caution or clear conditions. A predetermined condition thus established whenever the vehicle passes a controlling station that will result in a danger condition or stopping of the vehicle unless the required caution or clear impulses or signals are transmitted from the track to the vehicle, which requires that the apparatus be in working ordcr in order to proceed into the next block.

Under danger conditions, the choke coil 12 in passing the secondary windings 14 on the track, will not be aifected by the presence of the cores 15, on account of the windings or coils 14 and 16 checking .-1 retarding the flow of magnetic flux through the cores 15, and the current .flowing through the choke coil 12 and transformer winding 25 is thus maintained at a reduced strength, sufliciently to keep the solenoid 20 suliicieptly deenergized so as not to lift the core 40,'just as though the'cores 15 were absent. hen the core 40 drops by the energization of the solenoid, the finger '42 comes to rest on the wornr 43, and said worm in rotating will retard the downward movement of the core 40 according to the movement of the vehicle, requiring a predetermined distance of travel of the vehicle forthe complete movement ofthe core 40 to its lowermost position. This is. for the purpose of retarding the movement of the core 40 to afford an opportunity for the caution and clear si nals or impulses to be transmitted to the ve 11016 equipment, before the danger conditions are fully established. When the core 40 has moved down part way, with the responsive devices of the vehicle moved past both cores 15 and coils 14 of the track, the switch 52 is removed from the contact 51, thereby opening the circuit of the magnets and 54, and letting the switch 56 drop open. Then,

when the vehicle has proceeded further, the

switch 63 is also removed from the contact 62, to open the circuit of the magnet 60, whereby the switch 49 will drop open to open the circuit of the magnet 45 at another point also. Consequently, the magnet 45 being cleenergized will operate the valve 80 for brakes.

applying the brakes of the vehicle, to bring the vehicle to a stop. After the vehicle has moved beyond the non-magnetic rail section 7, the coil 12 cooperates with the rail, there by tuning the circuit of the winding 25, so that the winding 25 and solenoid 20 are again reenergized for raising the core 40 to normal elevated position. However, the switch 49 having opened, cannot be brought within the attractive influence of the magnet without assistance, and when the train has come to a stop, the governor sleeve 66 in bearing on the arm of the lever 67 will swing said lever so that the lever raises the switch 49 to be attracted by the magnet 60against the contact 48. The train will have proceeded far enough to bring the core 13 over a magnetic portion of the rail, beyond the non-magnetic rail section, before the train is brought to a stop automatically. The switches 52 and 63 having been restored by the raising of the core 40, and the switch 49 having been closed by the stopping of the vehicle and governor, the several devices will be restored, but the switch 56 will remain open for establishing restricted speed or caution conditions through the block. Thus, after a danger signal is transmitted to the vehicle, the vehicle must be brought to a stop, butcan at once resume its motion. under a restricted speed or caution control. The switch 56 being open throws the control of the circuit of the magnet 45 on the speedcontrol switch 72 operated by the governor 65. Thus, when the vehicle is travelling below a predetermined speed limit of say fifteen miles per hour, the switch 72 bridges across the magnet 54 between the conduc tors 53 and 58, to keep the circuit of the mag get 45 closed without the aid of the switch 6. conducton 46, magnet 45, conductor 47, contact 48, switch 49, conductor 5", contact 51, switch 52, conductor 53, conductor 76, contacts 73 and switch 72, conductor 75 and conductor 58. However, should the vehicle be speeded up beyond the maximum caution speed permitted, the switch 72 would leave the contacts 73 thereby at once breaking the circuit of the magnet 45, and applying the It is thus necessary, when the switch 56 is open, to travel below the maxi- Said circuit includes the generator 26,

mum speed limit under caution control. The

14 and 16 being effective to resist or impede section 7 and the vehicle has travelled a sufficient distance so that the core 40 is moved downwardly sufliciently to cause the lug 78 to swing the switch 71 closed, this action occurring before the coil 12 reaches the first track coil the shunt conductor 70 is closed, and the resistance of the magnet 54 being less than the resistance 77 will result in current flowing through the magnet 54 to reenergize said magnet and attract the switch 56 against the contacts 55 and 57, thereby reestablishing clear conditions when leaving the block before completely passing the controlling station. The switch 56 being closed will result in the current flowing through the magnet 54 instead of through the contacts 73 and switch 72, and the vehicle can then be speeded up providing clear conditions exist.

Caution conditions.

When caution conditions exist, the first magnet 18 is energized and the corresponding switch 17 open, while the second magnet 18 is deenergized and the switch 17 thereof closed. Then, as in each case when the vehicle passes the controlling station, the coil 12 moving over the non-magnetic rail section will result in the choking effect in said coil 12, resulting inthe solenoid 20 being deenergized and the core 40 dropped. Before the vehicle has travelled far enough for the switch 32 to leave the contact 51, the choke coil 12 passes over the first core 15, and the circuit of the coils 14 and 15 being open, will enable the magnetic flux from the core 13 to pass freely through the core or armature 15, without restriction or resistance as when the switch 17 is closed, resulting in the choking effect of the coil 12 being reduced or eliminated, so that the current flowing through the winding is momentarily increased, resulting in the reenergization of the solenoid 20. This will lift the core to normal elevated position, before the core has moved downwardly sufficiently to break either of the circuits controlled thereby, and preventing the circuit of the magnet being broken until a further distance has been travelled by the vehi cle. As soon as the core 13 has left the first core or armature 15, the choking action of the coil 12 is again asserted, resulting in the solenoid 2O beingdeenergized again, and the core 40 moving downwardly with the finger 42 following the screw of the worm. The coil 12 passing the second core or armature 15 is not affected thereby, because of the switch 17 being closed resulting in the coils the flow of magneticflux through the core 15. Therefore, before the coil 12 moves off of the nonmagnetic rail section 7 onto the magnetic portion of the rail, the core 40, after being restored in passing the first core 15 will move downwardly sufliciently so that the switch 52 leaves the contact 51, thereby breaking the circuit of the magnets 45 and 54., and the switch 56 drops open. The responsive device of the vehicle, after the switch 56 has opened, leaves the non-magnetic rail section, and the choking effect in the coil 12 being eliminated will reenergize the solenoid 20 for raising the core 40, the switch 56, however, remaining open to establish caution or restricted control through the block. The brakes will be automatically applied, for a brief interval of time, under caution conditions, even though the speed of the vehicle be not more than fifteen miles per hour, when the core 40 has descended sufficiently to break the normal closed circuit of the magnet 54, by the removal of the switch 52 from the contact 51. Thus, the circuit of the magnet 45 is simultaneously broken for the length of time necessary for the vehicle to travel from the point at which the switch 52 leaves the contact 51 to the beginning of the magnetic portion of the rail. The restricted speed control is the same as established when the vehicle has been brought to a stop under danger conditions, as hereinbefore described, the closing of the circuit of the magnet 45 being controlled by the speed control switch 72, requiring the travel of the vehicle below a predetermined speed in order that the brakes be not auton'iatically applied. This restricted speed control will continue through the block, as hcrcinbefore described, until the coil 12 is again affected in leaving the block, resulting in the shunt conductor being closed by theswitch 71 to reenergize the magnet 54 for closing its switch 56.

It will therefore be noted that under caution conditions, instead of the core 40 being permitted to move downwardly without interruption, an impulse or signal received by the vehicle equipment from the track devices, will raise the core 40 after moving downwardly part of the way, the finger 42 dragging back across the threads of the worm 48. to again start the core 40 on its downward journey, and permitting the switch 52 to leave the contact 51 before the core 40 is again restored, thereby producing caution conditions. However, the core 40 cannot move downwardly sufiicientlv to remove the switch 63 from the contact 62, on account of the core 40 having been restored by the cautionsignal or impulse, and therefore before the core 40 has had the opportunity of mov-,

ing down the full amount, the coil 12 leaves the non-magnetic rail section? to remove the choking effect. thereby establishing the reenergization of the solenoid 20 for lifting the core 40, although the core has moved downwardly sutliciently to break the circuit of the magnet 54. Thus, the receiving of a single timely impulse or signal by the vefinger 42 be broken off or removed, or the worm 43 broken off or removed, the moment the solenoid 20 is deenergized, the core 40 could fall immediately to its lowermost position, thereby establishing a danger condition and stopping the vehicle at once. In the same way, the breaking, shorting or grounding of any of the circuits would result in a danger condition being produced, so that the vehicle equipment operates on the normally closed circuit principle.

Clear conditions.

tarily lost, by the unrestricted flow of magnetic flux from the core 13 through the first core 15, thereby reenergizing the solenoid 20 and lifting the core 40 before the switch 52 is removed from the contact '51, to start the core 40 again on its dqwnward movement. The choke coil 12 then reaches the second core 15 before the switch 52 is removed from the contact 51, and a second impulse is obtained, by the unrestricted flow of magntic flux from the core 13 through the second core 15, thereby again energizing the solenoid 20 for lifting the core 40, and again avoiding the breaking of the circuit of the magnets 45 and 54: before the switch 52 has had an opportunity of leaving the contact 51. When the coil 12 has,passed the second core 15, thecore 40 again starts on its downward movement, but b efore the core 40 has moved downwardly sufliciently to remove the, switch 52 from the contact 51, the coil 12 will be removed from the non-magnetic rail section 7, thereby reenergizing the solenoid 20 and keeping it energized through the" block. Consequently, by the repeated impulses or signals received from the track by the vehicle equipment, the repeated raising of the core 40 prevents said core .from moving downwardly sufiiciently to obtain either cautionor danger conditions, and when the proper impulses or signals are thus received the vehicle can proceed under clear conditions. The core or slide 40 in moving downwardly proceeds to produce danger conditions, and only the raising of the core 40 one or more times, when passing a controlling station, can avert the danger conditions vehicle equipment train, and the and obtain either caution or clear conditions according to positive impulses or signals.

The present induction apparatus operates on the normal danger principle, inasmuch as the magnetic portion of the rail is utilized for the continued inductive relation of the vehicle responsive device with the track,

and the non-magnetic rail section in beingpassed will result in a positive danger condition being established unless positive caution or clear impulses or signals are received by the vehicle equipment. In other words, a positive danger signal is obtained by the non-magnetic rail section, and if the Wayside, signal apparatus is out of order or defective, the magnets 18 being deenergized will prevent the danger conditions of the being set aside. In the present apparatus the inductive relation 'between the vehicle and track is employed while the vehicle is travelling in the block, to keep the vehicle running, and such inductive relation is broken or interrupted at the controlling stations each and every time the vehicle passes a controlling station. for obtaining danger conditions positively unless positive'impulses or signals are received, when passing the controlling stations, for offsetting or modifying the controlling conditions, such as for producing caution or clear conditions. This is contrary to induction apparatus wherein the magnetic attraction or inductive relation between the vehicle and track devices is only manifest or utilized when passing controlling stations, whereby should the induction devices fail or the track device be removed from place, the required impulse or signal could not be received by the vehicle wvith the result of a false clear condition immediately over the rail so as not to be apt to be knocked-off or damaged by striking obstructions on the track, the responsive device being protected by the wheels of the present apparatus thus entire- 1y eliminates clearance problems. more, the inductive relation between the vehicle and track being continuous through the blocks, will avoid false danger conditions being established in passing ,over crossings, switches, iron and steel bridges, and the like, as ispossible with apparatus supposedly using the induction control or :response at the controlling stations only.

Further- Attention is directed to the fact that the vehicle equipment is such as to enable it to pass non-magnetic crossings, switch points, frogs and other short non-magnetic portions in the rails, between controlling stations, without the train being stopped. Thus, even though the coil 12 passes over a short non-magnetic portion in the rail, so that the solenoid 20 is deenergized momentarily, the worm -13 delays the downward movement of the core 40, and the coil 12 again passes over the iron or magnetic portion of the rail, before the core 40 has moved downwardly sutficiently to close the switch 71 or open the switch 52. The core 40 is thus restored without in any way interfering with the vehicle equipment. If the magnetic portion is of unusual length, such as the use of a non-magnetic or manganese steel section of rail 81 in the block between controlling stations, such as would result in the production of a danger condition in passing such rail section 81, the intermittent restoration of the core 40 will be provided for by applying inert cores or armatures 82 to the rail section 81 at suitable intervals, in order that when the coil 12 passes the rail section 81, resulting in the choking action in said coil 12, and the dropping of the core 40. the coil 12 in passing each core 82 will result in the solenoid 20 being reenergized and the core 40 restored before the core has had an opportunity of moving downwardly sufiicient- 1y to close the switch 71 or to open the switch 52. One or more of the cores 82 can be used, according to the length of the rail section 81, and the vehicle equipment can thus pass non-magnetic rail sections of any length without the train being stopped. This arrangement will avoid the necessity for using a plurality of series of rail-responsive elements on the vehicle.

Having thus described the invention, what is claimed as new is:

1. Vehicle controlling apparatus including an electrical translating device on the vehicle, a non-magnetic section in a rail of the track at each controlling station, a coil responsive to the magnetic portion of the rail for maintaining said device energized excepting when the non-magnetic rail section is being passed, and means associated with said non-magnetic rail section with which the coil is cooperable for energizing the translating device while passing the nonmagnetic rail section.

2. Vehicle controlling apparatus includmg a vehicle carried translating device, a non-magnetic section in a rail of the track at each controlling station, a coil inductively responsive to the magnetic portion of the rail for maintaining said device energized excepting when passing the non-magnetic rail section, means operable when said device is deenergized for obtaining a. vehicle retarding condition when the vehicle has travelled a predetermined distance, and means associated with said non-magnetic rail section with which said coil is cooperable for energizing said device, when passing a nonmagnetic rail section, for restoring the secondnamed means and avoiding such condition.

3. Vehicle controlling apparatus including a vehicle carried translating device, a non-magnetic section in a rail of the track at each controlling station, a choke coil movable along said rail, and arranged for decnergizing said device when passing the nonmagnetic rail section, means released when said device is deenergized for obtaining a vehicle retarding condition, and controllable means associated with said non-magnetic rail section with which said choke coil is cooperable for energizing said device to restore said means.

4. Vehicle controlling apparatus including a vehicle carried translating device, a non-magnetic section in the'rail of the track at each controlling station, a choke coil movable along said rail and arranged for deenergizing said device when passing the nonmagnetic section, means released when said device is deenergized for obtaining a vehicle retarding condition. and controllable means associated with said nonmagnetic rail section with which said choke coil is cooperable for energizing said device to restore said means, said choke coil being cooperable with the magnetic portion of the rail for keeping said device energized excepting when passing non-magnetic rail sections.

5. Vehicle controlling apparatus including a translating device. a coil having an inductive relation'with a'rail of the track to keep said device energized and to deenergize said device when passing a non-magnetic rail section, said device having a mem ber released when the device is deenergized, means for retarding the movement of said member, and means for producing a vehicle retarding condition when said member has moved a predetermined amount, and means to be associated with non-magneticsections in the rail for cooperation with said coil to energize said device for restoring said memher.

6. Vehicle controlling apparatus including atranslating device, means released by said device when passing a controlling station and operable for obtaining a vehicle stopping condition, means controlling said means for delaying such condition until the vehicle has travelled a predetermined distance, means controlling said device when "passing a controlling station for restoring the firstnamed means one or more times, restrictive speed means. brought into opera- .tion by the firstnamed means when moved a predetermined distance before the vehicle stopping condition is obtained, and means controlling said restrictive speed means for eliminating the restrictive speed control when the firstnamed means is moved a predetermined amount when passing a controlling station. 1

7. Vehicle controlling apparatus including a circuit including means for -ontrolling the vehicle, a translating device including a movable member, a responsive device controlling said translating device for releasing said member when passing a controlling station and for restoring said member one or more times in passing the station, means for retarding the movement of said l'nembm" when released, means controlled by said member for opening said circuit when said member is moved a predetermined amount, means controlled by the opening of said circuit for controlling the circuit by the speed of the vehicle, and means controlling the lastnamed means and operated when said member is moved a predetermined amount for removing the speed control and restoring said circuit.

8. Vehicle controlling apparatus including a circuit having means for controlling the vehicle, a stick relay in said circuit including a magnet and normally closed switch, a translating device including a movable member, a responsive device con trolling the translating device for releasing said member when passing a controlling station and for restoring said member one or moretimes, means for retarding the movement of said member, means controlled by said member for opening said circuit when said member is moved a predetermined amount, a restrictive speed switch for said circuit shunting the aforesaid switch when said magnet is deencrgizcd to place the control of the circuit on said restrictive speed switch, and means for the reenergization of said magnet when said member is moved a predetermined amount.

9. Vehicle controlling apparatus includmeans and including two switches. a translating device including amovcable member, a responsive device controlling the translating device for releasing said member when passing a controlling station and for restoring said member one or more times, means for retarding the movement of said member, one of said switches being opened when said member is moved a predetermined amount, a restrictive speed switch, means for bringing the restrictive speed switch into control of said circuit when the firstnamed switch is opened, means for opening the other switch when said member is moved a further amount and for keeping such switch open until the vehicle is brought to a stop, and means controlled by said member for removing the control of said circuit from'the restrictive speed switch when said member is moved a predetermined amount before opening either of said switches.

In testimony whereof I hereunto aflix my signature.

ALFRED L. RUTHVEN.

ing a. circuit havlng vehicle controlling- 

